Shock-absorption gear for tank and other cars.



J. M. WAUGH.,

snocx ABSOHPHON GEAR FOR TANK mm mm: was.

Patented Nov. 6, 1917.

5 SHEETS-SHEET 1- APPLICATWN FILED AUG. 14. I9.

J. M. WAUGH.

SHOCK ABSORPTION GEAR FOR TANK AND OTHER CARS.

APPLICATION FILED AUG. l4. NH- 1 45,841 Patented Nov. 6, 1917.

s M. WAUGH. $HOCK ABSURPHON GEAR FOR TANK. AND OTHER CARS.

- APPLICATIUN FILED AUG 14. I914- 1 ,245,841 Patented Nov. 6, 1917.

H 5 SHEETSSREET 3.

Jd/ WM W vi h f,

J. M. WAUGH. V

SHOCKABSDRPTIUN GEAR FOR TANK AND OTHER CARS APPLICATION FILED AUG-IQ I914.

- Patented Nov. 6, 1917.

5 SHEETSSH EET 4.

L'IJL m P v 0 W MW Patented Nov.

| 1t |L fllllll lLill J M WAUGH.

RHOBK ABSORPTION GEAR FOR TANK AND OTHER CARS.

APPLICATION FILED AUG. 14 I914 ..-ll|!I|J w lLlllJIlllK ILWAvmJ UNITED, "STATES PATENT OFFICE.

JAMES MILTON WAUGH, OI? CHICAGO, ILLINOIS.

SHOCK-ABSORPTION GEAR FOR TANK AND OTHER CARS.

To all whom it may concern:

Be it known that I, JAMES Mruron WAUon', a citizen of the United States, and a resident of the citv of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements inShoek-Absorption Gear for Tank proves disastrous in cases where the contents of the car have an appreciable mass. This is particularly true in the case of tank cars, the fluid contents of which is generally of great weight, and the inertia effect of the practically incompressible fluid acts to cause a heavy impact load or hammer blow upon theends of the tank.-

The enormous stresses thus imposed often cause failure of the tank itself or destruction of the connections between the tank and the underfr'ame, and in any event occasions a serious strain upon the structure. I over come the damaging effects due to, such causes by mounting the tank movably upon the car i track.

underfram'e, and providing a number of shock absorption gears disposed at different points, and on and between which the tank 18 carried and is floatingly suspended; on the underframe so as to absorb the shocks -wh'ich otherwise would be imparted injuriously thereto through. the underframe. In other words, in addition to the usual draft and lining gears with which the car underframe equipped, I absorb shock by permitting a yielding resisted movement of the.' tank relative the underframe, the shock ab sorbing means acting to gently return the parts to normal after each shock absorption. The' particular type of absorption gear illustrated in the drawings (asa pre-,

ferred form only) for the purposes of taking ,up the stress which would otherwise he transmitted between the tank and the car frame, is of a construction peculiarly well "adapted for the purpose, inasmuch as the recoil effects present in most resilient gears is; obviated. This is due to the fact that the energy of the shock, although absorbed by Specification of; Letters Patent.

Patented Nov. 6, 1917.

the gear, is not stored up, but is dissipated, due to friction between the parts, and passes oil in the form of heat, enough resiliency, however, being present in the members of the gear to gradually return the parts to normal.

In this invention the tank is supported or cradled upon a rigid sub-frame, which is movably mounted upon the car underframe, and the absorption devices are connected between the sub-frame and underframe, so that movement of the tank in its supporting means is thus yieldably' resisted by all the absorption gears simultaneously.

It is an object, therefore, of this invention to construct a tank car in which the tank is movably mounted upon the car underframe, and with yieldable connections therebetween to absorb shocks transmitted through the car frame.

It is also an object of this invention to construct" a tank car wherein means are provided for absorbing the stress transmitted between the car'underframe and the tank,

said means permitting a slight relative movement between the tankand the car frame, andwith mechanisms connected upon It is also an object of this invention to construct a tank car in which the tank is securely supporteda'nd cradledupon a subframe which is movable upon the underframe of the ear, and with absorption ears connected between said sub-frame an underframe to yioldably resist such relative movement, tho construction and disposition of the sub-frumc hemg such as to prevent the application of practically ll 10ml 5 stresses to the tank.

- It is furthermore an important object of this invention to provide a car construction wherein a sub-frame for the car body is movably mounted upon the car underframe, andwlth shock absorption gears connected in 'a manner to greatly reinforce and strengthenv the car underframe and co-acting with :meanson thesub-frame to yieldably resist movement thereof relative the underframe. I

' It is finally an object of this invention to construct an improved form of tank canin v which the defectsof former constructions which have generally resulted-disastrouslyto the car under abnormal bufiing COIldltions, are entirely obviated, and yet without complications of parts or intricate, mechanisms liable to become damaged or dea he invention (in apreferre'd form) is illustrated", in the drawings and hereinafter more full described.

In' the drawings:

Figures 1 is a side elevatioir'of a tank ear,

' on line H of Fig. 1.

Fig. 5 is a. detail. section taken on line 55 of Fig. 2, with the .usual draft and boiling gears omitted.

Fig. 6 is an enlarged section taken on line 6-6 of Fig, 2. v

Fig. 7 is an enlarged fra entary side view partlyin section of the out and of the car frame and tankthereon, with the draft rigging omitted.

Fig. 8 is a detail section taken on line 8-8 of Fig. 7, with partsomitted.

Fig. 9 is a to plan view of the mechanisms illustrate in Fig. 7, with the tank and cover plate of the absorption gear omitted.

Fig. 10 is a fragmentary detail section I taken on line 1010 of Fig. 9.

Fig. 11 is a fragmentary top plan vie of the underframe.

Fig. 12 is a longitudinal section thereof.

As shown in the drawings:

The car underframe consists dinally disposed'center sills 1 d 2, of channel cross section placed bacto back, and'spaced apart to receive atthd ends the usual draft and bufiing rigging '(not shown) and intermediate shock absorption ears Side sills 3 and 4, respectively,are a so of channel cross section, though not necessarily so, and, as shown, face outwardly similarly to said center sills. Said center sills and side sills are connected as is usual in car constructions, .by transverse web plates 5 and of longitu- .6 which, as clearly shown in Fig. 4, are of a depth which increases toward the center sills of the car; Bolsters 7, and end sills hereinafter described connect all of said sills to afford a rigid structure. The center sills arerigidly'conne'cted at intervals in means ofwebs 8. Braces are provided, if desired, extending from the corners of the underframediagonally inward to the bolster adjacent thereto, and

intermediate sills 10; are provided between the side sills and each center sill, and extend-from bolster to end sill, as shown in Fig. 11. A draft and boiling gear 11, of.

tomary manner, and the car wheels, which are merely illustrated diagrammatically, are

indicated by the reference numeral 14. Laid across the side sills and adjacent the center sills of the underframe is a floor 15,

-preferably of heavy gage metal, and supported thereon and on the body bolsters at a plurality of points in the length of the underframe, are stationary cradle rests 16.

The sub-frame which carries the tank 17, movably u on the underframe, consists of large ends oes 18, which are slidably supported upon intermediate sills. 10, and the center sills 1 and 2, respectively. The bottom of-each shoe affords a broad flat inwardlyextending base for bearing on said sills, and at its upper side is cylindrically concave and the inner front wall 19, of each.

is spherically concave, so that the ends of the tank are cradled therein and lit thereto as shown in Fig. 7 A central cylindrically dlrved plate 20, which'fits to theunder side the tank, forms a part of said sub-frame,

table manner are bracing d supporting bearing members 21,- each nsisting of a sheet of mefalbent to the esired shape and connected at its margins to said curved plate 20, and .iist'lng slidably upon the floor 15, on the undetfi ame. "Said shoes 18, and intermediate 'mlniber 20, of, the sub-frame are rigidly connected to gether by means of an I-beanr22, which ex (1 rigidly secured to said "plate by rivets in any othersui tends longitudinally'between the' center sills l' and is riveted tlirough its upper flanges to said plate 20, along its middle, and at each, of its ends fits into a cored-out or slotted portion of the base of the respective shoes 18, as clearly-shown in Figs." 4 and 10. Preferably t e ends of said I-heams are riveted between two downward; directed integral webs formed on the l 1 er side ofeach of the shoes 18, affording afvery rigid connection between said plate-20, and said shoes 18, and lies close beneath the tank and in the central space between the-respective flcenter sills 1 and 2. Chantal members 23,

are rigidly secured backr byone of w their flanges on the under side of the tank 17, and extend longitudinally thereof and radially therefrom, and bear upon the angled upper faces of said cradle members 16, thus afi'ordin ides for the tanliz, and preventing latera isplacement of the tank, as well as rotational movement thereof, upon the sub-frame or. cradle.

One or more shock absorption gnars 24H:

independent of the usual draft and bufiing gears, are mounted at each end of the underframe on the end sills and between the cen ter sills and the intermediate sills. For this purpose the end sill 2:), is consi ructed of cast steel or other suitable, material, and cored and webbed to receive the ends of the sills which are rigidly bolted or riveted thereto. Said end sill at its outer side extends above the sills to afford an end wall 26, for the absorbing gear casings, and integral up standing webs 27, 'and 28, are provided above each center sill and each intermediate ,sill affording side Walls for the gear casings.

Each of said gear casings contains a plurality of groups of resilient friction plates,

denotedby the reference numeral 29, and a plate '30, is bolted to the webs 27 and 28, and covers the casings to inclose and conceal said plates therein. Slidably disposed within each of said casings, at the forward end thereof, is a concave follower block 31, and

interposed between the respective groups of said friction plates is a convexly curved spacing member 32. Integral with the shoes 1 3, of the movable sub-frame of the car and cxFciTd'hTg out-ward ly frg n the front curved wall 1!), thereof, are concave abutment heads 33, one foi 'each gear casing, and which, as

clearly shown in Fig. 9, hear at their outer ends against the ,ends of the outermost plate of one of the groups of friction plates Wltllin the corresponding casing. Said casings,

are provided with inwardly directed shoul-' I ders 34, formed on the side walls. of webs 27 and 28, as well as upon the inner end walls thereof, and act to prevent said groups of v plates 2!), from being drawn outwardly from thei r casings. Yokes or straps 35, one for each gear, are slotted at their ends and engage a pin'36, extending vertically through its abuteeive said yokes 35, slidably there 1.

went heads 33', and extends entirely around the, groups of friction plates and the follower blocks 31. The cover30, and the front and lower walls of the casings, are ea'chreeessed, asclearly'shown in Fig. '5, to're- Another absorption gear is mounted intermediate the ends of the ear between the center sills of the undcrframe, and forthis purpose a horizontal floor plate 36, is flanged at its margins and rlveted to and between the 1'-espective center sill channels 1 and 2. Also.rigidly secured to said re.-

speetive ehannetsills 1 and 2, are fixed stops or shoulders .57 "and 3.8, respectively, dis- .posed above said floor plate 36, and disposed in upright position and lying against the center sills, are vertical wear plates 39,

t1, disposed therel'ietween. At the outerench: (if said groups of plates are convexly curved. slidable follower blocks +2 and 43, res-pew tively, one each cont-acting the outermost plate of each of said groups and normally held from movement therefrom by the fixed abutments 37 midi-38. Fixed abutments .and 45, respectively. are riveted toand extend downwardly beneath said longitudinal I-bcam 22, and are spaced apart suliic-iet'itly to' fit closely over the outer surfaces of said respective follower blocks 42 and L3.

. In order to positively retain the tank 1?,

and sub-frame upon the. iunlerfralne of the car, a plurality of wide bars or straps 4,6, are provided which extend loosely around the tank, as clearly shown in Figsl and 4', and through slots in them-.hanncls 23, secured thereon. The ends of said straps are secured to bracket plates 47, secured on the under surface of the lower flanges of the center sills by means of nuts engaged on the threaded ends of said strap bars, orin any suitable manner.

' The operation is as follows:

The tank and its sub-frame is floatingly mounted on the underframe, and all of the absorption gears act to resist movement ofthe tank in either direction and, inasmuch as the strem transmitted between the underframe and the sub-frame omwhich the tank such a load stress concentrated-mt any one' point.

of a length to fit closely between the re speetive lixed almtn ents 37 and 38. lie-sting upon lhe floor 36, and extending horizontally -bet\\'ee-n said 'efrtieal wear plates 39. are groups of friction plates 40, with a double roueare intermediate block member -When a shock is communicated to the .car beyond the capacity of the ordinary batting and draft gearprovided, the inertia of the contents of the tank causes the same to remain' substantially at"rest uponthe subframe, and the ear underframe is movegl along therebeneath drlven by the impact.

This causes. the-:abutment heads 33, at one end of the carsub-frameto move inwardly within the casing 24, thus bending the plates 29, and of course such bending is resisted by the resiliency of the plates, as well as by the 'enormousfriction therebetween. At the other end of the car the sub-fralne exerting a draft upon the yoke-s 35, draws the concave follower blocks 31, ouhvardly, thus stressing the plates in the latter gear in a similar manner, the plates being held from withdrawal from the casing by the. shoulders 34.. When the end absorption gears of the car thus into action, a similar operation takes" place'in the intermediate absorption gear; for instance, the abutment 44, forcing the follow'ex' block 42, inwardly, thus'str'e'ssing the plates 40, which are held from movement'atthe other'end of the gear constant vibration to which the car is sub- Then in motion causes the tank to jected gradua' recede to initial position, due to the restoring force exerted by the gears.

An exactly similar operation of absorbmg the shock takes place when a sudden draft is imposed upon the carunderframe, he inertia of the contents of the tank acting.

to resist the sudden change in speed or position thereof. lhe consequent stress thereby. set up is absorbed by the gears connected between. the sub-frame -and the underframe of the car, so that injury to the connectin means between the tanlrand the car whic. would otherwise take place in instances herethe tank is rigidly connected to the undcrframe, is entirely eliminated. The straps 46,-secured' around the tank, both at the ends and near the middle thereof, act

to prevent the tank being displaced laterally from the car' as, for instance, when a sudden impact load is set up between the tank and the underframe, when the'car is u on 'a' The manner in which t e absharp curve. sorption gears are secured upon the car unlerframe assists materially 1n reinforcing the entire structure and 'theconvenient disposition thereof permits ready-access thereto for the purposes of repair orexamination at any time.

Of course it is understood that in absorption gears of the type described the inner faces of the followers or the abutment heads and the spacing member should be alternately convex and concave, that is to say the bearing on the groups of spring plates on each: other is such that the pressure is applied agiernately at the middle and the ends of succ ssire groups, andof course sulficient initial tensionis rovided upon assembling to prevent end p ay of the tank and subframe through lost motion.

I annaware that "ario'us details of construction may be varied through a wide range without departing from the principles of this invention, and I therefore do not purpose limiting the patent granted other wise than necessitated ;by the prior art.

I claim as my i'nvention:

1. In a'car of the class described an underframe, a sub-frame movably mountedthereon, a car body releasably supported in said sub-frame, and yieldable shock absorption gears connected between said sub-frame and said underframe atthe ends and intermediate the ends of the car to yieldingly sist movement between said frames. 4

2. In a car construction of the class de scribed a frame, a cradle sub-frame movably' mounted thereon, bearing members therefor at the ends and middle thereof resting upon said underframe, atank resting in -"sa1d' cradle frame, and yieldable means con- :nected between the sub-frame and the cradle frame whereby relative:movement therebetween is-resisted, affording a floating support for the tank upon the underframe of the car.

. 3. The combination with the underfr'ame.

of a car, of a cradle sub-frame movably -mounted"thereon comprising end bearing and central bearing members resting upon said underframe, and each shaped to receive a tank supported therein, and resilient absorption gears connected between the carv underframe of. the respective bearing members of the sub-frame to yieldingly resist relative movement between said frames due to the inertia of the tank supported in the sub-frame.

4. Ina device of theclass described the bombination with the underframe of a car, embracing side and center sills of shock absorption gears connected thereto, a. sub.-

frame movably mounted upon said under-' frame bearing thereon at the ends and at the middle thereof, a shock absorption gear connected on the underframe at the -.middle J thereof, abutment heads on said sub-frame at the ends and middle thereof coacting with the respective shock; absorption gears at the ends and middle of the underframe, and a tank cradledin said sub-frame and yieldably supported upon the underframe of the car.

5. a device of the class described the combination with the underframe of a car having end sills thereon, absorption gears.

in said end sills, of 'a sub-frame movably mounted upon the underfraine and com rising end and intermediate bearing inem rs, sa d end members coacting with said absorption gears to resist movement of the sub frame on the underframe, and a tank cradled in said sub-frame. A 6. In a device of the class-described th combination with the underframe of a car, absorption gears mounted-at the ends and intermediate the ends thereof, of a subframe movably mounted upon said underframe and comprisin end and intermediatebearing members al rigidly connected to one another, and each coacting with the respective absorption gears on the underframe, and a tank cradled in said sub-frame.

, 7. The combination with the underfraine prising three of a car, of a sub-frame movably mounted thereon, said sub-frame comprlslng end intermediate bearing members, a longitudinal member rigidly connecting said bearing members one to, another for simultaneous movement, shock absorption gears connected between said under-frame and one of said bearing members to resist movement of the sub-frame upon the underframe, and a tank cradled in said underframe, said umlerframc shaped to conform to thecur-vature of the tank:

8. In a device of the class'described the eoinbination \viththe underframe of a car, of a sulrframe movably mounted thereon, said sub-frame comprising end and intermediate bearing members, all rigidly connected for simultaneous movement, a plu rality of shock absorption gears mounted at (an-h end of the underframe, means on said end bearing members of the sub-frame co acting therewith to resist movement of the sub-frame upon the underframe, and a tank cradled in said sub-frame and supported thereby and moving therewith.

9. In a device of the class described the combination with the underframe of a car, of absorption gears mounted at the ends and intermediate the ends thereof, a sub-frame movablymounted on said under-frame combearing members, each one thereof coaeting with one of the sets of absorption gears on the underframc of the car, a tank cradled in said sub-frame, stationary guide members secured on said underframe, and means mounted longitudinally on said tank and contacting said guide means to prevent rotation and displacement of said tank from said sub-frame. v

.10v In a device of the class described the combination with the under-frame of a car, of a sub-frame mounted thereon, a tank cradled and supported in said sub-frame, absorption gears connected at the ends and 1 intermediate the ends of the car between said respective frames to yieldingly resist relative movement therebetween, and stationary guiding and retaining means mountzai. on the underframe acting to maintain said tank properly positioned from dis placement or rotation 1n said sub-frame.

r 11. In a device of the class described the each end thereof coacting with the respective sets of absorption gears on said underframe to resist relative movement between frames, and a tank cradled in said sub-frame.

12. In a device of the class described the combination with a car underframe, of a tank yieldab'ly mounted thereon, end sho es supporting said tank upon said underframe, and a rigid connection )etween said shoes.

13. In a device of the class described the combination with a car underfr'ame, of end shoes and an intermediate cradle member, all rigidly connected to one another and movable upon said underframe, supported in said end shoes and cradle member to permit relative movement between the car underframe and the tank.

14. In a device of the class described the combination with a car underframe, end and center sills thereof, of absorption gears mounted at the ends and, intermediate the and a tank ends of said our underframe upon'said center sills, atank, and means supporting the same upon the underframe and enacting with said absorption gears to resist movement of the tank relative the underframe.

15. In a device of the class described a car underframe, a sub-frame movably mounted thereon, a tank supported thereln, absorption gears connected at the ends and intermediate the ends of said underframe to resist movement of the sub-frame thereon, means retaining the tank upon said subframe and upon the underframe of the car.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

v J AMES. MILTON WAUGH.

Witnessesz" I g CHARLES W. HILLS, Jr, FRANK K, HUDSON.

and r 

